The manufacturer on Wednesday announced it completed the installation of an “automotive style” battery pack manufacturing line within its integrated test lab and manufacturing facilities in San Jose, California.

The production line is intended to complement the company’s air taxi manufacturing facility in Covington, Georgia, where it expects to initially produce up to 650 aircraft per year. The site remains under construction but is “on track” to be completed later this year, Archer reaffirmed Wednesday.

“This is a major milestone for Archer as designing, developing, and mass producing electric propulsion systems that are purpose built for electric aircraft is the key to unlocking the electrification of aviation,” said Tom Muniz, chief technology officer of Archer. “The facility will give us the capability to scale our battery pack production to meet the demands of the output that our Covington, Georgia, facility will be capable of.”

Each of Archer’s Midnight aircraft will run on six of the company’s proprietary lithium-ion battery packs, which power a dozen electric engines. The cylindrical cells within each pack deliver a higher level of safety, performance, and scalability than other form factors, Archer says. The packs are also equipped with a proprietary thermal runaway containment capability.

Archer’s new battery pack manufacturing line is designed to operate at full capacity from day one and, according to the company, is capable of producing up to 15,000 battery packs per year.

Certain portions of the manufacturing process—including cell testing and loading, adhesive dispensing, laser cleaning, laser welding, and end-of-line testing—have been automated. The manufacturer says this is intended to improve product quality and operator safety while making it easier to trace data across the manufacturing cycle.

Unlike the manufacturing strategy for the Midnight air taxi, which leverages outside suppliers to provide the majority of the aircraft’s components, Archer chose to vertically integrate battery cell design and production, building and assembling those components in house.

The battery packs in March successfully endured a series of 50-foot drop tests, a feat they will need to accomplish again during for-credit testing with the FAA. Similar to the 50-foot fuel tank drop test for rotorcraft and fixed-wing aircraft, the evaluation is meant to gauge the batteries’ ability to withstand a significant impact, which could cause a leak, fire, or explosion if the tech is not up to standard. Archer considers it to be one of the most challenging tests in the type-certification process for Midnight.

The manufacturer is also evaluating its battery pack technology with NASA via a Space Act agreement with the agency. Initial testing will gauge battery cell safety, energy, and power performance, studying how they might function in “extreme abuse cases.” The battery pack testing arrangement is just one portion of the agreement, Archer says.

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At the Singapore Airshow, the German firm announced a partnership with electric charging infrastructure provider Star Charge to develop the charging systems for its ground and flight testing aircraft, the first of which are now in production. The manufacturer also launched what it said is the first eVTOL customer service business, which will provide battery management, maintenance, flight operations, training, and digital solutions to customers.

Lilium placed a “first order”—implying, perhaps, that another is on the horizon—for 120 Star Charge systems, which will support the company’s testing, maintenance, and delivery center activities later this year. It will also deliver chargers to customers investing in vertiports, which will serve as hubs for future operations.

The systems are billed as high-performance, with extra-long, liquid-cooled cables designed to significantly reduce charge time. They are suitable for a variety of different landing sites, Lilium said.

Crucially, Star Charge systems are also fully compatible with the Combined Charging System (CCS), which has been proposed as the universal standard for electric aircraft charging. CCS chargers are designed to accommodate the Lilium Jet and all other CCS-compatible air and ground vehicles.

Lilium and several other manufacturers—including Archer Aviation, Beta Technologies, Volocopter, Overair, Boeing’s Wisk Aero, and Embraer’s Eve Air Mobility—backed the General Aviation Manufacturers Association’s (GAMA) endorsement of CCS in September.

“We are grateful to have received the first order of CCS chargers by a leading eVTOL manufacturer and look forward to commencing deliveries this year,” said Ji Cheng, CEO of Star Charge Europe.

Lilium expects the new systems will substantially lower charging time compared to chargers without liquid-cooled cables, reducing turnaround time and maximizing hours in the sky.

Joby Aviation, which has proposed its own charging standard—the global electric aviation charging system (GEACS)—said its system will include a coolant mechanism that keeps aircraft batteries at the ideal temperature during charging.

The company has positioned GEACS as a substitute for the CCS, but both standards propose universal charging systems for electric aircraft.

“Our partnership with Star Charge will support the Lilium Jet´s development and certification along with our customers’ ground infrastructure development,”  said Sebastien Borel, chief commercial officer of Lilium. “Its high-performance and liquid-cooled charging cable is a unique feature, and Star Charge´s proven expertise in charging infrastructure is crucial for regional air mobility.”

Regional air mobility (RAM) is a subset of the broader advanced air mobility (AAM) industry focused on connecting cities within a region, as Lilium intends to do. RAM contrasts with the urban air mobility (UAM) model being pursued by other eVTOL manufacturers, which are planning operations within a single city or metropolitan area.

Lilium’s electric seven-seat Jet is expected to fly RAM routes between towns and inner cities, cruising at 162 knots on trips spanning 25 to 125 sm (22 to 109 nm). To support those operations, the company is launching Power-On, a new business unit that will offer a full portfolio of aircraft manufacturer services. 

Power-On will support customers with training services, maintenance operations, flight operations support, ground service equipment, digital solutions, and management and distribution of materials and batteries.

Dominique Decard, vice president of flight operations and customer service for Lilium, has been appointed to lead the new unit, which falls under the company’s aftermarket services business. Decard is an engineer and 20-year veteran of the airline industry who joined Lilium in 2018.

The manufacturer estimated that the services market for the Lilium Jet will hit $5 billion by 2035, with Power-On being a key catalyst.

“As we officially launch Lilium Power-On, our priority will be to test the full range of products and services to support our future operators during [the] Lilium flight testing campaign and continue to contract and onboard the best partners for our working ecosystem,” said Decard. “The services revenue and contribution margins will play a crucial role in Lilium’s profitability.”

Already, Lilium has several partnerships in place for its aftermarket services business. These include flight training agreements with Lufthansa Aviation Training and FlightSafety International to prepare the initial cohort of Jet pilots. Most recently, it agreed a global parts management and distribution partnership with U.K.-based AJW Group.

“As RAM accelerates, our partners can rely on Lilium to provide a comprehensive aircraft manufacturer service organization,” said Klaus Roewe, CEO of Lilium. “The team is focused on enabling seamless, efficient services and support through premium aftermarket products and world-class partners.”

In December, Lilium began production of seven Lilium Jets, which the manufacturer will use in flight testing with the European Union Aviation Safety Agency (EASA). The milestone followed EASA Design Organization Approval, which is essentially the regulator’s blessing that Lilium adheres to the required standards for designing novel aircraft.

The company plans for its flagship model to enter commercial service in 2026. As its global fleet expands, the aftermarket services business is expected to generate significant recurring revenue.

Earlier this month, Lilium designated Orlando International Airport (KMCO) as the hub for its U.S. operations in Florida. Its agreement with FlightSafety International will cover pilot training for those services, while helicopter operator Bristow Group will provide Part 145 maintenance support. Fractional jet ownership company NetJets has agreed to purchase 150 Lilium Jets and operate the service.

This week, the manufacturer announced another partnership with the Philippines’ PhilJets, which intends to purchase and operate 10 Jets. Its largest agreement outside the U.S. is with Azul Brazilian Airlines: a $1 billion deal for the purchase and operation of 220 aircraft.

Lilium also has 100 aircraft orders apiece from Saudi Arabia national airline Saudia and Chinese helicopter operator Heli-Eastern. It intends to establish a footprint in both countries. Meanwhile, the firm is exploring a strategic partnership with Lufthansa to scale eVTOL operations across Europe.

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The space agency on Monday announced a new collaboration with electric aircraft manufacturer Archer Aviation to explore how the company’s battery cell systems—designed for its flagship Midnight air taxi—could one day be applied for space. 

A core focus of the collaboration, the partners said, is ensuring U.S. leadership in the next generation of air transportation. It follows air taxi simulations NASA conducted with Archer competitor Joby Aviation, and both come in the wake of the world’s first electric air taxi flight for a paying customer, completed by China’s EHang in December. EHang has also begun deliveries to its operational partners.

The industry leadership of Archer, Joby, and other American air taxi manufacturers is being challenged by Chinese firms, such as EHang and AutoFlight, as well as European rivals such as Volocopter. U.S. lawmakers and government agencies fear those companies could undermine American firms by beating them to commercial launch and scale.

“Many countries around the world are challenging the U.S. in this new era of flight, and our country is at risk of losing its global leadership position unless we work together, government and industry, to ensure we seize the moment and pioneer this new era of aviation technology, which stands to benefit all Americans,” said Adam Goldstein, founder and CEO of Archer.

The initial NASA project will study and test Archer’s battery packs to see how they can safely support advanced air mobility (AAM) operations. The goal is to validate the technology for electric vertical takeoff and landing (eVTOL) air taxis like Midnight, electric conventional takeoff and landing (eCTOL) designs such as Beta Technologies’ CX300, and potentially even usage in space.

According to Archer, the initial focus on battery cell safety is part of a “much larger partnership” with NASA under a Space Act Agreement for the advancement of “mission-critical” eVTOL aircraft technology.

The company believes the maturation of battery cell technology, in particular, will be key to U.S. mass production and adoption of eVTOL air taxis and other AAM services. Following testing, it plans to share the results with the industry to help it develop more efficient battery system supply chains.

“AAM promises to provide substantial public benefits to our communities, including transforming how urban and rural communities live and commute by maximizing mobility, bolstering cargo and logistics options, and creating pathways to manufacturing jobs and other ladders of social and economic opportunity,” Archer said in a news release. “Core to unlocking this potential is designing, developing, and mass producing batteries and electric motors that are purpose built for electric aircraft.”

Archer’s battery packs are designed specifically to power Midnight’s proprietary electric powertrain, which the company is beginning to mass manufacture. It said the cell’s cylindrical form factor “has a track record of safety, performance and scalability proven through decades of volume manufacturing, deployed across many applications globally, including in millions of electric vehicles.”

NASA will test the battery system’s safety, energy, and power performance capabilities using the European Synchrotron Radiation Facility (ESRF), one of the world’s most advanced high speed X-ray facilities. It will seek to understand how the cells function in “extreme abuse cases,” perhaps as a way to simulate the harsh environment of space.

NASA—which in addition to Archer and Joby is collaborating with the U.S. Air Force and other partners on an array of AAM initiatives—is one of many government agencies aiming to assert U.S. leadership in emerging aviation.

AFWERX, the innovation arm of the Air Force, is working with Archer, Joby, and plenty of other manufacturers in a series of “quid-pro-quo” arrangements. The manufacturers receive access to Air Force resources and feedback that can speed aircraft development, testing, and commercialization, and the Air Force gets to explore defense use cases for technology not yet on the market. AFWERX is also collaborating with the FAA to share flight test data and capabilities.

The FAA has been tasked with spearheading the growth of the domestic AAM industry. So far, the agency has released an AAM Concept of Operations, which will serve as the early blueprint for regulations and operational rules to enable scale. The first stage of that blueprint is detailed further in the regulator’s Innovate28 plan—a timeline of goals and milestones culminating in initial AAM operations by the time the 2028 Summer Olympics arrive in Los Angeles.

However, the U.S. may be four years behind its global competition: Germany’s Volocopter, China’s AutoFlight, and several other non-U.S. manufacturers plan to demonstrate or commercially launch their air taxis at the Paris Olympic Games this summer.

Both Archer and Joby anticipate entry into service in 2025, pending type certification of their respective aircraft. But though they may arrive on the scene after their foreign counterparts, the opportunity to lead remains. Later entrants will be able to evaluate the successes (or failures) of the initial wave of aircraft. Through collaborations such as the one between Archer and NASA, they’ll have more time to research safe, scaled operations.

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Brazil-based Eve on Monday picked out suppliers for the flight controls, avionics, and thermal management system of its electric air taxi. The aircraft is designed to ferry as many as four passengers on short-hop flights over distances of up to 60 sm (52 nm).

Avionics OEM Garmin will send Eve its G3000 integrated flight deck, which is also being installed on eVTOLs built by Archer Aviation, Joby Aviation, and Beta Technologies, three American competitors.

The lightweight, high-resolution, touch-screen glass displays will integrate with the air taxi’s vehicle management and flight control systems. They’ll give pilots access to a full suite of avionics capabilities, including an integrated flight management system, nav/com radios, and transponder functions. Applications such as charts, checklists, synoptics, and maps will also be accessible, as with current G3000 installations in conventional airplanes.

The aircraft’s electromechanical actuators will be provided by OEM Liebherr-Aerospace. Powered by the vehicle’s electrical system, the actuators are expected to boost performance and configurability while simplifying maintenance.

A third supplier, aerospace and defense manufacturer Intergalactic, will support the eVTOL with its thermal management system. Eve will rely on it to maintain an optimal temperature range for onboard equipment such as batteries while keeping the cabin comfortable for passengers.

Monday’s news follows Eve’s announcement of another trio of partners in June: Nidec Aerospace will provide the aircraft’s electric propulsion system, BAE Systems will supply the energy storage system, and Duc Hélices Propellers will provide rotors and propellers.

“We are looking forward to working with each of our suppliers as we progress with our eVTOL development,” said Johann Bordais, who was appointed CEO of Eve in July. “Each of our suppliers undergoes a very stringent review that evaluates not only performance and quality of their product but also their dedication to continuous improvement and customer support and satisfaction.”

Eve’s eVTOL is a lift-plus-cruise design, with eight propellers for vertical flight and fixed wings for cruise. It has no moving parts, unlike the “tiltrotor” designs of Joby and Archer, which feature sets of propellers that rotate forward to add thrust.

The manufacturer’s most recent design update added an electric pusher, which is powered by dual electric motors. The pusher will provide redundant propulsion and improved performance and safety, the company said. It’s also expected to offer efficient thrust with lower sound and operating costs, fewer parts, and optimized systems and structures.

In July, Eve and Embraer announced the site of Eve’s first eVTOL production facility in Taubaté, Brazil. There, the company has begun assembling its first full-scale prototype, which is expected to begin a test campaign next year. Joby and Archer recently began flying their full-scale prototypes, while Germany’s Volocopter started testing its prototype last year. Another German manufacturer, Lilium, is assembling its type-conforming production model.

Given all the suppliers Eve is working with, the company partnered with DHL Supply Chain to study the best practices for moving components from point A to point B. It has also been working with Porsche Consulting since 2022 to refine its supply chain, logistics, and global manufacturing strategy.

Once its eVTOL is assembled, tested, and certified, Eve expects to begin deliveries and commercial launches in 2026. It plans to fly air taxi routes in San Francisco through an agreement with United Airlines, which is also partnering with Archer on services in Chicago, New York City, and Los Angeles. The airline is an investor in both companies.

The Brazilian manufacturer has further agreements with Blade Urban Air Mobility to launch routes in South Florida, Republic Airways to fly over Northeast cities such as Boston, New York, and Washington, D.C., and SkyWest to roll out service nationwide.

Beyond those partnerships, Eve has orders and launch partners around the world, including in France, Scandinavia, Kenya, Australia, the United Arab Emirates, its home country Brazil, and elsewhere in Latin America.

According to SMG Consulting’s latest Advanced Air Mobility Reality Index—which assesses a variety of metrics to measure manufacturers’ ability to deliver and mass produce a certified aircraft—Eve has nearly double the orders of the next highest firm, Electra.aero. With about 2,900 orders in its backlog, the company is among the most well prepared to capture AAM market share once it achieves certification and scaled production.

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Rather, Eve will leverage DHL’s expertise to revamp its own supply chain as part of an agreement to design a concept for “eVTOL support” services. The two signed a memorandum of understanding to study the demands and supply chain characteristics of Eve’s operations, including the delivery of batteries, spare parts, and supplies, and the disposal of used materials.

Eve is calling in the big guns here. With DHL’s massive collection of warehousing and distribution locations, transportation assets, and treasure trove of logistical insights, the eVTOL maker hopes to plot its future operations with best practices for supplying operators and service centers—particularly when it comes to the lithium-ion batteries that power its aircraft.

“DHL’s expertise in this field in the aeronautical market and dozens of other industries, coupled with the innovation mindset of both companies, will be vital to ensure the safe and agile operation of eVTOLs,” said Luiz Mauad, vice president of services and operations solutions at Eve. “In addition to offering high-performance logistics, our premise is to reduce the environmental impact of the supply chain in line with our purpose of offering more sustainable products and services.”

The joint study will review modes of transport, delivery frequency, potential sites for staging advanced inventory, infrastructure requirements, and the required logistics partners for Eve’s service. That includes the distribution of parts and materials needed for maintenance and repairs, as well as supply chain management for vertiport resupply.

Given the importance of battery availability to eVTOL operations, that piece of Eve’s supply chain is expected to get the most love. With this in mind, DHL—which handles batteries for customers across several industries—would appear to be an ideal fit.

“Initiatives like this are part of our ESG mission, and we are contributing all our knowledge and experience to make this another great successful project developed by the Brazilian aerospace industry, with benefits for major cities around the world,” said Mauricio Almeida, vice president of the automotive, technology, and consumer sectors at DHL Supply Chain.

Like other eVTOL companies, Eve, which is targeting entry into service in 2026, will need a strong supply chain backbone to keep its aircraft and operations humming.

In the São Paulo-based firm’s case, picking a partner with a global footprint such as DHL should serve it well. Eve currently has a backlog of some 2,850 orders for its aircraft, which it asserts is the largest in the industry—and according to SMG Consulting, the claim holds weight.

Already, Eve has agreements to fly in Brazil, Latin America, France, Scandinavia, India, Kenya, Dubai, Australia, and the Asia-Pacific region. It’s also looking to launch in San Francisco with investor United and in South Florida with partner Blade Air Mobility. Each region will require its own pipeline for parts and services.

Eve’s Outlook

Eve’s four-passenger eVTOL will at first be flown by a pilot, but the hope is to one day switch to a self-flying design that could carry six travelers. The aircraft is powered by eight vertical lift rotors—which do not tilt or rotate during flight, unlike rivals Joby Aviation and Archer Aviation—and fixed wings for cruise. It’s expected to have a 60 sm (52 nm) range.

The company claims the design will produce 90 percent less noise than equivalent helicopters as well as 90 percent fewer carbon dioxide emissions compared to cars.

The eVTOL will rely on the firm’s proprietary Urban Air Traffic Management (ATM) software to integrate operations into low-level airspace. An initial prototype was completed in May, and the firm already has several agreements in place to integrate the system into vertiports.

In addition to the DHL partnership, Eve has a collaboration with Porsche Consulting to develop a global eVTOL manufacturing, supply chain, and logistics macro strategy. So far, the two have studied advanced manufacturing and industrialization concepts.

According to SMG Consulting’s most recent Advanced Air Mobility (AAM) Reality Index, which ranks AAM companies based on their progress toward mass-producing and delivering a certified aircraft, Eve sits somewhere in the middle of the industry. It ranked ninth, ahead of competitors Lilium and Vertical Aerospace but trailing the likes of Joby, Archer, Volocopter, and Boeing subsidiary Wisk Aero.

However, all of those companies (with the exception of Vertical) plan to enter service sooner and have stronger cash positions than Eve. The company’s greatest strength is instead its massive backlog of orders. According to SMG, it has nearly double the orders of the next-highest AAM company (Vertical) and dwarfs most competitors.

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Let’s start at the beginning. An older mechanic once told me that aircraft batteries are almost always an afterthought. Electric current, he said, is just like oxygen. You don’t think of it until you aren’t getting any.

Aircraft batteries power aircraft with 12- and 24-volt systems and range from nickel-cadmium (Ni-Cad) batteries, vented (flooded) lead-acid, valve-regulated (VR) lead-acid maintenance, and the latest technology, lithium-ion. We will begin our battery journey with the lead-acid type.

You should know the drill by now. Let’s see what the Feds have to say about aircraft batteries. Remember, commit nothing to memory, use reference material, and trust but verify. Ready, go.

Battery System Guides

The FAA publishes guides to educate, inform, and govern activities on the care and keeping of aircraft batteries. FAR 23.1353 Storage Battery Design and Installation provides the roadmap to successfully maintaining your aircraft battery systems.

We have yet to cover Technical Standard Orders in detail, but TSO-C173 Subject: Nickel-Cadmium, Nickel Metal-Hydride, and Lead-Acid Batteries is another excellent resource. The FAA link does not work well; you must dig to get to it. Shoot me an email to editorial@flying.media, and I will send you a copy.

Any worthy maintenance endeavor begins with a trip to the aircraft mechanic’s sacred text, the Advisory Circular AC 43.13. In the early days of our time together, I introduced the 43.13 in The First Airworthiness Guide of the Maintainer Journey, highlighting AC No: 43.13-1B and AC No: 43.13-2B.

AC 43.13-1B dedicates section 2 to storage batteries. Beginning with 11-15, the general section, this AC informs us that most small private aircraft utilize lead-acid batteries. Continue, and you will learn of inspection and operation, maintenance, and potential issues. AC 43.13-2B deals with aircraft alterations and addresses batteries in chapter 10.

A third resource is AC No: 23-17C Systems and Equipment Guide for Certification of Part 23 Airplanes and Airships.

Major Players

Aircraft Spruce & Specialty Co. aircraft battery listings vary between brands, sizes, and scope. One typical example is the Gill G-25 aircraft battery. This 12-volt unit comes with acid (part number 11-01833) and without acid (part number 11-01673). A quick look at the application guide lists all the standard airframes, Beechcraft, Cessna, Piper, and more.

Another popular model is the Concorde RG-24-15 Platinum Series (part number 11-03878). This 24-volt battery is TSO Approved under FAA TSO-C173a. Here is where the TSO mentioned earlier comes into play. Spruce does a fine job of providing aircraft owners and maintainers with all the intel needed. They even have the RG Series aircraft battery Owner/Operator Manual. Check out the Q+A session at the bottom of the page.

Aircraft Battery Shop, LLC has a list of information sheets that can assist when managing your battery maintenance plan. According to their website, the company “builds FAA-PMA’s for nickel-cadmium, lead-acid, emergency battery packs, and temperature sensors on the market today.”

Teledyne Battery Products is the original equipment manufacturer (OEM) of the Gill Battery line. They have a battery selector, accessories, chargers, and even supplemental type certificates (STCs). Most manufacturers provide access to technical data, and Gill distributes theirs through the Maintenance Center providing environmental documents, technical updates, CMMS, and instructions for continued airworthiness (ICAs). One of their top distributors is Air Power Inc., offering a full-line catalog.

Heart of the Aircraft System

Chris Holder, Eastern U.S. sales manager at Concorde Battery, and I sat down recently to discuss the finer points of aircraft batteries.

FLYING: How vital are lead-acid batteries to someone’s general aviation aircraft? They are expensive car batteries; only you don’t get them from NAPA.

CH: The battery is the heart of an aircraft system—like a human heart. So, to say it’s vital is a bit of an understatement. If you are attentive to your health, you get your heart checked annually during a physical. Your aircraft battery must get the same attention at the annual inspection. It needs to be capacity tested to ensure it has a minimum of 51 minutes of power—commonly referred to as essential power. Suppose you lose an alternator or generator in flight. In that case, necessary equipment must continue to work, and the battery provides power to those essential components during that time—no power— no basic working equipment. Get the picture?

While there are similarities between car batteries and aircraft batteries, there are key differences. The plates in an aircraft battery are thinner. Because of this, when you charge an aircraft battery, you must control the voltage. You can damage aircraft battery plates with too much voltage for too long. It’s critical to refer to Concorde’s Component Maintenance Manual (CMM) for those voltage settings.

FLYING: What innovations has Concorde developed in recent years? Anything noteworthy?

CH: Our batteries haven’t changed much in the last decade. Our effort to educate the flying public about how important your battery is and what needs to be done over time to ensure airworthiness and reliability has become an emphasis at Concorde in the previous decade. 

If we’re being honest, we don’t overthink about our car or truck battery—until it quits working. Failure isn’t an option with aircraft batteries. They must stay healthy. Some may consider it a bit unusual, but Concorde spends excessive time helping our customers get their Concorde batteries to last as long as possible. We do this through our Virtual IA Renewal Series each January, providing free education to technicians and pilots. We host multiple forums yearly at venues like Sun ‘n Fun [Aerospace Expo], [Experimental Aircraft Association] Airventure [Oshkosh], and HAI [Helicopter Association International]. We also travel thousands of miles annually to educational seminars across the globe – teaching pilots and technicians alike the skills necessary to operate Concorde lead acid aircraft batteries reliably.

Concorde expands applications yearly through STCs or by becoming original equipment on new aircraft. What is always noteworthy is this—Concorde batteries are primarily handmade, which means attention to detail and robustness of construction are the resulting benefits. Batteries live in a vibratory environment, and their ability to withstand it is vital. Larger intercell connections allow Concorde batteries to recharge more efficiently, reducing the opportunities for sulphation to begin. Concorde’s RG Series (recombinant gas) batteries are also constructed with proprietary PolyGuard separators and AGM (absorbed glass mat) technology—technology so reliable that U.S. and foreign air forces have adopted Concorde batteries across the globe. As we like to say, “If Concorde batteries are good enough to be on the F-117 Stealth fighter, they’re good enough for your aircraft as well!”

FLYING: Please provide readers with the number one takeaway for maintaining aircraft batteries.   

CH: Fly the airplane! I know it sounds simplistic, but it’s the key. If your aircraft sits (and therefore your battery) for extended periods, the battery will self-discharge—even without a load. The hotter the ambient temperature, the faster it happens. A sealed lead acid aircraft battery will lose 25 percent of its charge:

• Every 90 days at 77 degrees Fahrenheit
• Every 45 days at 95 degrees Fahrenheit
• Every 21 days at 113 degrees Fahrenheit

As you can see, it can happen rather quickly. If you can’t fly once a week (and for at least an hour when you go), then a BatteryMINDer by VDC Electronics is a must. We worked with them years ago to develop an aircraft battery maintainer that could be (if needed) left on the battery for extended periods.

Using a typical automotive maintainer for extended periods will dry out the AGM mats and damage the plates of an aircraft battery, which ultimately shortens the life – rather than extending it.

Sulphation acts as a “barrier” and will not allow that portion of the plate to receive a charge. If you neglect an aircraft battery (by not flying regularly or using a BatteryMINDer during extensive downtimes), sulphation will begin to harden on the battery plates. If the sulphation isn’t corrected, it will expand and crystalize to the point that the battery will no longer operate in an airworthy manner.  However, there is a fix for sulphation. Our Component Maintenance Manual (CMM) describes an effective method called a conditioning charge to remove sulphation. It would be best if you had a charger with a constant current mode to perform this task.

There you have it, folks, the down-and-dirty of aircraft lead-acid batteries. I encourage you to download Concorde’s General Aviation Catalog and keep handy. Feel free to reach out to me if you have any questions. Thanks again for reading, and let’s be careful out there.

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